Railway signal and train-control system



' 1,627 565 May 10 1927' M. H. LOUGHRIDGE RAILWAY SIGNAL AND TRAINCONTROL SYSTEM Filed July 22, 1922 3 Sheets-Sheet 1 J 15 Y /Z X a Z6AVEN TOR. 1 j

2 1,627,565 May 1927' M. H. LOUGHRIDGE RAILWAY SIGNAL AND TRAIN CONTROLSYSTEM Filed July 22. 1922 s Sheets-Sheet 2 May 10 1927.

M H. LOUGHR IDGE RAILWAY SIGNAL AND TRAIN CONTROL SYSTEM Filed July 22.

V 0a 40 J:

I5 Sheets-Sheet 5 Patented May 10, 1927.

UNITED STATES MATTHEW H. LOUGHRIDGE,

OF BOGOTA, NEW JERSEY.

RAILWAY SIGNAL AND TRAIN-CONTROL SYSTEM.

Application filed July 22,

This invention relates to railway signal and train control systems andhas for an object to increase the safety of systems of this kind bycontrolling the train according to speed and conditions of the block.More particularly this invention relates to a novel type of track magnetused for systems of this kind for inductively operating devices on alocomotive and the use of devices on a locomotive responding inductivelyto the track device. the action of this device being amplified bymechanical motion. The invention also includes a system of'speed controloperated by a centrifuge in combination with a timing device, and itfurther includes a novel method of manually releasing the brakes afterthe apparatus has be-. come effective to control the train. The systemfurther includes a method of manually suspending its operations duringthe time a locomotive passes from one track device to the next.

These, and other objects of the invention will be understood from thefollowing specifications. and the accompanying drawings in which Figures1 andQ, show in detail the 1 construction of the track magnet. Figures3. and 4, show the relative location of the lm-omotive apparatus to thetrack apparatus. Figure 5 shows the relation between the poles on thelocomotive apparatus and the rail of a turn out switch. Figures 6, 7 andh. show a type ofcentrifuge used in connection with this invention.Figure'9, shows the arrangement of the locomotive apparatus. Figure 10,shows the relative arrangement. of the track-apparatus with respect toFigure 9. Figure 11 shows one method of controlling the track apparatusand Figure 12 shows certain details relating to'the manual cut outapparatus.

This invention may be applied to provide av plain stop. or a stop withspeed control, or cab signals with speed control according to the extentto which the installation is carried out. Thesystem is shown as operatedinductively that is, by obtaining the effects between the trackapparatus an'dthe locomotive a )paratus by electro-magnetic induotion.lowever, the various elements and principles of the invention may eachbe applied independently with any system of train control and are notintended to be applied solely with the system as herein disclosed.

The track magnet is constructed to be 1922. Serial No. 576,822.

clamped against the runnin rail without drilling or preparing this railin any manner, thereby greatly facilitating installation and insuringalignment between the running rail and the track magnet. A proceedeflect is transmitted to a locomotive when the track magnet is energizedby the passage thereover of a magnetic amplifier. This is a derice towhich mechanical motion isapplied for rotatingan armature at high speed.The field for this armature is supplied by the track magnet, so'that acurrent of considerable voltage is generated by'the armature when thetrack magnet is energized. This device. therefore, acts both as adetector and amplifier ot' the inductive efiectinduced by the trackmagnet.

The stop effect is produced inductively from one. pole of the trackmagnet which aligns with poles of an amplifier on the locomotive. Thisamplifier is energized by a magnet coil andhas an armature rotating in afield with a wide air gap. When the poles pass over the track member themag netic ield through the armature is thereby suppressed, thuspractically de-energizin the circuit controlled by the armature andleading to a stop ap lication of the system, unless the pr0cee amplifierhas been energized to produce a proceed efiect.

A centrifuge is used with this invention which has a continuous means ofdetecting its own failure whether it is rotating or at rest. This meansconsists in applying air pressure to the rotating parts of thecentrifuge in such a manner that if any of its parts become broken ordisconnected the air will escape.

The air supply for this purpose I.

may be taken from the train line and an escape of air will thus lead tothe application of the train brakes.

In the application of the system, when a caution signal. is received thebrake apparatus is brought into effect. However, a restraining means isprovided which revents the brake apparatus from control ing the trainuntil afterthe lapse of a pre-de- .terrnined time intervahso that uponreceiving a caution signal the engineman may take tepsito control thetrain manually and if he reduces speed below a pro-determined valuethetrain control system will not become effective. This is'secured by theapplication of a timing cylinder co-operating with the centrifuge deviceand the cab signal, so that the air in this cylinder must be exhaustedbefore the braking apparatus becomes effective.

In systems of this kind, after a train has been brought under control itis desirable that the control may be manually released and the trainproceed. However, a manual release of this type must be so constructedthat it cannot be prematurely moved to the released position. This Isecure in the present invention, by the use of a stepping valveconnected with the train braking sys tem, and operated automatically bythe cab signal and the centrifuge as herein described. Clo-operatingwith this stepping valve is the manual release valve. Thesetwo valvesare provided with two independent air conduits. The ports arealternately placed in staggered relation to each other so that thepassage through one air conduit is closed when he other is opened. -Thearrangement is such that each movement of the stepping valve requiresthe release valve to change positions in order to release the brakes,but if the release valve is prematurely moved before the stepping valveit will lead to the application of the brake.

The system herein described provides manual means located at twodilferent points on the locomotive for suspending or cutting the systemout of operation. This manual suspension, however, is automaticallycancelled as soon as the first track device has been encountered. Thatis to say, when enteringside tracks or any protected territory theengine crew may arrange to suspend operation of the system, but itautomatically becomes operative again when the locomotive re-entersprotected territory.

Referring to the drawings, Figures 1, and 2, showing the track magnet,the rail is indicated by 11, the wheel of the locomotive by 12, and themagnet itself by 13. One pole of the track magnet is shown by plate 14,and the other pole by the angle iron 15. Magnet coils 16 are placedbetween plate 14 and 15 upon bolt 24, which forms a core for the magnetand has a pole piece 25 secured to the pole 15, at 26; 17 indicates aconduit that may be used for the electric conductors controllingmagnetcoils 16.

This magnet is clamped to the rail 11 by the clamp 18, and thehook-bolts 19, engaging the flange of the rail as shown. The clamp 18,is formed with pads to grip the flange of the rail and the portion 20forms av solid piece upon which the plate 14 rests. Seated on clamp 18,are the non-magnetic brackets 22, also secured by the hook-bolts 19.These brackets are flared as shown. and screwed to the angle iron 15. at23 by rivets or bolts. This track magnet may have anynumber of magnetcoils and may be made of any convenient length. However, about threecoils will be sufficient for operating the locomotive apparatus underordinary conditions. The construction is such that the coils or, infact, any part of the magnet may be readily removed without disturbingthe remaining parts.

The locomotive apparatus is shown .in Figure 3, in which the bracket 28,is secured to the axle box 27 of the wheel 12, and supports the proceedamplifier, 29, in the position relative to the track magnet as indicatedin Figure 4, with the pole piece 34 aligning with the rail head and thepole piece 35 aligning with angle iron 15. TN hen 14 and 15 aremagnetized it is apparent that in this position a flux will be driventhrough the field of the amplifier 29, which otherwise remainsdeenergized.

The stop amplifier indicated at 30, is suspended by hangers 31 from theaxle box 27, and has poles 32 and 33 aligningavith outer member 15 ofthe track magnet 13, thereby establishing a path for lines of forcebetween poles 32 and 33 through this track mem r. This condition causesthe stop effect. It will be noted that at turnout switches the poles 32and 33 pass over the turnout rail which would in itself become aconductor of the lines of force and thereby tend to cause a false stopoperation. To guard against this possibility, I shape the poles 32 and33, with pointe'den'ds as indicated by Figure 5, in which the stock railis indicated by 11, and the switch rail by 11 If a train is running on11 these poles will cross stock rail 11, as shown. However this railturns out at an angle to the running rail and when the poles are pointedas shown, a comparatively small area is provided for conducting thelines of force between these poles, so that the magnetic field is notsuppressed to such an extent as would cause a stop effect, and wheredesired the stock rail may be constructed of non-magnetic materialsuclnas manganese steel. and the pole 15, may be arranged on a. higherelevation than the running rail thereby increasing the air gap betweenthe track rails and the poles of the amplifier.

The centrifuge.

The centrifuge is preferably supported by an arm 55 pivoted to the frameor pilot of the locpmotivc 53 by the bracket 54. This arm may beconstructed in the form of a frame as shown in Fig. 7 with spacers 59 tohold the sides rigidly together. The end of this arm carries themechanism with the friction wheel 56 engaging the running wheel and isheld in engagement therewith by the compression spring 58 acting againstthe outer extremity 57 of arm 55.

Thecentrifugc mechanism is enclosed in the case 61 secured to the arms55. This case supports the ball bearings 62 and 63 for the shaft 64 ofthe friction wheel 56.

These bearings align with the arms 5555 to relieve the case from thestrain. Mounted on shaft 64 is the bracket 66 pivotally supporting apair of arms indicated by 67, and the other end of the shaft has abracket 69 arranged to slide thereon which pivotally supports a pair ofarms indicated by 68. The arms 67 and (58 are pivotally joined tosupport the disc weights 70 as shown in Fig. 6. A coil spring- 71 tendsto hold the brackets 66 and 69 apart while the weights 70 by centrifugalaction tend to spread out and bring these brackets towards each otheraccording to the usual construction of centrifugal devices. The bracket-69 slides on the shaft 64 proportionally to the speed of the shaft andcarries arm 72, pivoted at 73 in bracket 74 with it. The arm 75 movessimultaneously with arm 72 and engages plunger 76 moving in valve seat77 to control an air supply for operating the system. When the valveplunger is in the position shown a passage is established from the airsupply pipe 84, through 83, port 82 and connection 80 to pipe 81; thuspipe 81 is supplied with air at pressure when the centrifuge is at rest,this pipe being known as the centrifuge pipe. When a certainpredetermined speed is attained the plunger 76 is moved to close port 82and to cause the D-valve 78 to connect the passage 80 with the exhaustport 7 9, thus releasing the air pressure from pipe 81 at high speed.

The position where the ports controlled by plunger 76 operate can beadjusted by changing the position of valve seat 77. This is done by thethreaded bushing 85 in the arm 55 which can be screwed out or incarrying the valve seat with it and is held in position by the lock nut86.

A cap is placed on the end of shaft 64 and held in position by screwring 91. A passage 92 connects this cap with the air supply pipe 84 andaligns with a groove on the end of the shaft as shown. This groovecommunicates by opening 93 with the hollow centre of the shaft 94 andthrough the nut 65 which holds the friction wheel on the shaft. to thehollow chamber 95 enclosed by the plate 96 in front of the frictionwheel. Also." it will be noted that in bracket 06 a hollow passage 97connects with the passage 94 and through the pivot supports to thehollow passage 98 in arms 67 to the passage 99 at the ends of these armswhich passage is stopped by the weights 70 as best shown 'in Fig. 6.lVith this construction it will be noted that an airpressure may bemaintained on the rotating shaft, the friction wheel, the weights andtheir connections both when the centrifuge is running and when it is atrest without 1IltQ1f1'lIlfl'.\Vitli its operation. Devices heretoforeused with systems of this kind driven bv the movement of the vehicle didnot embody the means of.

detecting their own failure and their use has therefore been regarded'as unsafe. With this invention, if any of the moving parts are brokenor out of place, there wi l be an air leakage which will detectthedefect. If this air supply is connected with the train line, the leakagewill lead to an application of the braking system and thus produce acondition of safety.

The air pipe 84 may be secured .as indicated at 84 Fig. 8 connecting tothe locomotive frame near the pivot of this arm. Thus if this arm itselfshould become broken or displaced this will lead to a rupture of the airpipe and hence the trouble will be instantly detected.

T he track 10 z'rz'ng.

Any of the established arrangements in block signaling may beused forwiring the control of the track magnets. A typical arrangement is shownin Fig. 10, where the track Tails are indicated by 11, and a track relayis indicatedby 41'operated by the track-battery 42 at the opposite endof the block. One track magnet is indicated by 44 controlled by wire 45through contact 46 of The locomotive wiring.

Refcrringto Fig. 9, 101 represents a bat to arm 55 tery controlled byswitch 102 and encrgiz- 111g mains 104 and 105. These. mains energizeduplicate sets of apparatus on either side of the locomotive and whichare indicated by similar reference characters. These comprise the motor106 continuously driving the armature 111 of the proceed amplifier 29,and motor 107 continuously driving the armature 112 of thestop amplifier30. The field coil of the stop amplifier is also connectedacross thesemains by wires 108 and 109.

The flipper 121 has an armature 122 capable of taking ii reitliei' oftwo positions when its field is energized. One of these positions raisesthe connection 123 to the walking beam .124 to the centre of which beamthe rod 125 is connected for operating the signal 126. Also from thecentre of this walking beam a rod 127 is connected for onerating theplunger 128 of pi'n valve 129 to bring the train controlling mechanisminto operation. I

.When the signal is clear as shown, a pas sage is established from theair supply pipe 176 and 130 through a port in plunger 128 to signal pipe131 and to cylinder 132 of the brake operating mechanism. This raisesthe piston 133 against the action of spring 134 and raises one end ofwalking beam 135. The rod 136 connects to the centre of this walkingbeam and through slot 140 engages pin 141 in lever 142. The outer end ofthis lever has a spring controlled dog 143 engaging the stepping wheel144. which operates the brake controlling mechanism. Centrifuge pipe 81connects to cylinder 137 and air pressure in this pipe raises piston 138against spring 139 thus raising the opposite end of walking beam '135.Under a clear signal the centrifuge does not affect the brake mechanismand under low speed a caution or stop signal does not affect the brakemechanism.

Each step of wheel 144 operates a valve which will apply the brakes.This wheel is stepped by the downward movement of rod 136. the lostmotion in slot 140 however being equivalent to the downward movement ofeither piston 134 or 138; this lost motion must be taken up before thewheel is moved. If a caution signal is received, cylinder 132 isexhausted by the D-valvc in plunger 128 connecting pipe 131 with pipe154 and whistle 155 is sounded from the air pressure in cylinder 132.This lowers piston 133 and takes up the lost motion in 140 so that wheel144 will be moved when the centrifuge pipe 81 is exhausted. This pipe isexhausted when a predetermined speed is exceeded and under theseconditions the wheel 144 is operated in response to the movement ofpiston 133. In order that speed control may not become efiectiveimmediately that a cantion signal is received pressure is maintained incylinder 132 for a time interval after the valve 129 has operated toexhaust this cylinder. This pressure is obtained from the reservoir 151connecting by pipe 152 through ball valve 153 with cylinder 132 which exhausts through this cylinder and sounds whistle 155." At the end of thistimeinterval. if speed is not below the predetermined amount the brakemechanism will be operated.

When pressure is restored in either cyhnder, rod 136 is raised andspring 148 raises lever' 142 against a stop and brings 143 intoengagementwith a new tooth of wheel 144 placing the mechanism inpositlon for the next operation; thus while a caution signal iscontinued a predetermined speed must not be exceeded. When running atlow speed it. is a parent that piston 138 is raised and a caution signaldoes not affect the braking mechanism. \Vhen a clear signal is received,pressure is applied to cylinder 132 and pressure is gradually'renewed inreservoir 151 through-pipe- 1'52 and valve 153.

Attention is called to the fact that the braking mechanism is operatedby exhausting air from cylinders 132 and 137 and therefore a leak inthese connections will lead to a brake operation.

In the application of train control to the braking system of alocomotive considerable variation is required due to the differentclasses of trafiic; and at the present time there is considerabledifference of opinion as to the extent to which the control should beeffective. In the present instance it is assumed that the engineman,after performing-a specific act, will follow this up by reducing speedto safe running conditions. For instance, when valve 144 is moved tocontrol the train. this control can immediately be rendered ineffectiveby the engineman operating the release handle 147. In doing so. however,he is reminded that a reduction in speed is necessary and shouldthereupon control his train below the predetermined speed. Vhere theengineman cannot be relied upon to properly control the train thereleasing handle may be located on the running board so that it isinaccessible except at low speeds, or a slow releasing mechanism, suchas shown in U. S. Patent 1.299.595, may be associated with the releasinghandle thereby preventing release of the control until after the lapseof a given time interval.

The field of the flipper 121 is energized by the armature of the stopamplifier connecting by wires 159 and 160 to coil 161. The armature 122is positioned by the roceed amplifier through a circuit established fromarmature 111, wires 156, coil on armature 122, coil 158 on field andwire 157 to armature 111. When the proceed amplifier is energized coilon armature 122 and the field is energized causing this armature to takeup the position to give a clear signal as shown and as lon as coil 161is energized this armature will e held in this position. When coil 161is deenergized, armature 122 is biased to lower connection 123 and givesa caution signal and will remain in this position when coil 161 isreenergized and until moved to'the clear position by the proceedamplifier as described. The locomotive is provided with two sets ofamplifiers and flippers, one on either side as shown with similarreference characters and the track is provided with two sets of magnetsto correspond with the locomotive apparatus as shown in Fig. 10.

Releasing apparatus.

constructed that it cannot be prematurely operated to anticipate a.brake application.

This is provided for in the release shown in Fig, 12 where the wheel144- operates the stepping valve 181. and the valve 182 is operated bythe handle 14",thcse valves and connections being housed in a suitablecasing 146. The valve casing 146 has a' central opening under thestepping valve 181 which connects with pipe 177. This pipe is partof thebraking system of the locomotive and may be connected with theequalizing reservoir of the air brake system or otherwise used to applythe brakes. A row of ports is provided in the top of this valveconnecting with pipe 177 also a similar row of ports in staggeredrelation to the top row is provided in the lower section of this valve.Valve 182 has one port in the top section and a port in the lowersection angularly displaced from the top port; these ports communicatewith the interior of the valve which leads to the exhaust. A conduit 178extends between valves 181 and 182 and aligns with the top ports and aconduit 179 similarly aligns with the lower ports. Since the portsarestaggered and the conduits are on the same vertical plane it is apparentthat the passage to only one conduit can be open at each valve at once.In order to prevent pipe 177 from exhausting valve 182 must be moved insynchronism with valve 181. lVhen valve 181 moves, for instance,

to open the passage to conduit 178, it closes for the coil 110. The fluxin this case 18 at the passage to conduit 17.9, but valve 182 must bemoved to close 178 and this position opens the passage to 179 so thatthe next movement of 181 will open 179 and close 178 and require valve182 to be moved back again closing 179 and opening 178. Thus valve 182must be moved for each movement of valve 181 and if moved without acorresponding movement of 181 it will vexhaust pipe 177. The release 117 may be placed-on the running board so that it is not readilaccessible when a train is running at sperm. When running on side tracksthere are, of course no track magnets and no control is necessary: itmay be desirable in this case to suspend the operation of the systemwith however the assurance that it will become cli'octivc immediatelythe train reenters protected territory. I provide for this condition bythe use of a flipper 16-1 having an armature 168 with connection 169 andconnection- 172 to a cranlcarm pivoted at 17 1- and car r ving the disc173 which may be moved into position to cover signal 126; alsoconnection 176 o 'icrating valve 171 preventing the escape of air fromcylinder 132 and prevent, the operation of whistle 155. This fllpper isoperated by the stop amplifiers, the field coil 163 being energized byconnection to wire 160 controlled by switch 161 and wire 162 to wire159. This llippcr is posilioued to cutout the system by switch 165, wire166, coil on armature 168, lield coil 168 and wire 167. After armature168 is moved to the cutout position it will remain in this positionwhile coil 163 is energized; as soon however, 7

relays or moving contacts are used and that the inductive efll'ectbetween the track and the locomotive is obtained with a high degree ofefiiciency.

In operation, the amplifier 29 runs idle until an energized track magnetaligns with the poles of the amplifier; this supplies the magnetic fieldfor the rotating armature with the result that a current is generated inwires 156 and 157 which produces the procccd cll'ect.

The stop amplifier 30 runs continuously and gcncrates a current in thearmature 112 as it rotates in the field createdby coil 110. When theextended poles align with the outer pole of the track magnet the fieldcreated by the coil 110 is substantially deflectcd fromtbe armature 112by the fiuxfinding a path through the iron pole of the track magnet,which becomes in effect, an armature right angle." to the flux createdby the magnetizing coil 16 so that there is no confliction between thesetwo magnetic conditions. The circuit, therefore, from armature 112 issubstantially deenergized when the stop amplifier runs over the pole ofa track magnet whether this magnet is energized or not.

It will he noted that the semaphore indicator 126 connected with thewalking beam 124 is capable of giving indications in the horizontal, thedegree and the vertical po itions, corresponding to stop, caution andclear indications. As shown in Fig. S), the train controlling mechanismassociated with valve 129 is arranged to function as soon as the cautionsignal is established and thereby insure that a predetermined speedshall not be exceeded under caution conditions. 1t is apparent that ifthe train control is to be applied to a greater extent that it isnecessary only to provide another valve corresponding to 129 arranged toset up the controlling conditions under a stop signal and which would bea duplicate of.

the apparatus shown and operating in the manner described.

Having thus described my invention, 1 claim: t

1. In a train control system, the combination of a track with a'vehiclethereon, magnets located on said track at intervals for inductivelyoperating a device on said vehicle, said magnets comprising elongatedpoles with energizing coils between said poles, said magnets beingclamped to the rail of said track and one of said poles being supportedby a non-magnetic bracket.

2. In a train control system. the combination of a track with a vehiclethereon, magnets located on said track at intervals for inductivelyoperating a device on said vehicle, said magnets comprising elongatedpoles with energizing coils between said poles, one pole consistim of aplate abutting against the rail of sand track, said magnet secured tosaid rail by hook bolts.

3. In a train controlling mechanism, the combination of a track with avehicle thereon, a centrifuge on said vehicle associated with said traincontrol system and means embodied in said centrifuge independent of thenormal operation of said centrifuge for automatically detecting when thedriving mechanism of said centrifuge breaks down.

I. In a train control system, the combination of a track with a vehiclethereon, a centrifuge on said vehicle driven by the movement of saidvehicle on the track, said centrifuge associated with said train controlsystem and an air supply connected by a dead ended connection with themoving parts of said centrifuge.

5. In a train control system, the co1nbination of a track with a vehiclethereon, a centrifuge driven by the movement of said vehicle on thetrack. said centrifuge associated with said train control system, ahollow shaft without an outlet for said centrifuge and an air supplyconnected with said hollowshaft.

6. In a train control system, the combination of a track with a vehiclethereon, a centrifuge associated with said train control system anddriven by the movementof said vehicle, a hollow shaft and a hollowdrivingwheel for said centrifuge and an air supply connected with saidshaft and driving wheel.

7. In a train control system. the combination of a track with a vehiclethereon. a centrifuge associated with said train control system anddriven by the movement of said vehicle. said centrifuge having weightsresponsive to speed and a'hollow' connection for said weights. and anair supply connected with said weights.

8. In a train control system. the combination of a track with a vehiclethereon. a centrifuge connected with said train control system anddriven by the movement of said vehicle, and a dead ended passageconnecting the moving parts of said centrifuge, said passage connectedwith the braking system of said vehicle.

9. In a train control system. the combination of a track with a vehiclethereon. a mechanism driven by the movement of said vehicle andassociated with said train control system, and a dead ended passageconnecting the moving parts of said mechanism, said passage connectedwith an air supply.

It). In a train control system. the combi nation of a track with avehicle thereon, a mechanism driven by the movement of said vehicle andassociated with said train control system. a pivoted arm supporting saidmechanism and an air pipe secured to and moving with said pivoted arm.

ll. In a train control syslem. the com biuation of a track with avehicle thereon. a mechanism having a friction wheel, said wheelengaging the running wheel of said vehicle and driven thereby. a spacein said wheel and means for maintaining an air pressure in said space.

12. In a train control system. the combination of a track with a vehiclethereon. a mechanism supported by a pivoted arm and having a frictionwheel driven by the running wheel of said vehicle. a space in said wheeland an air pipe secured to said arm and connected with the space in saidwheel.

13. In a train control system. the combination of a track with a vehiclethereon, a centrifuge driven by the movement of said vehicle andassociated with said train control system, an air supply pipe connectedwith a dead ended passage in said centrifuge, a control pipe connectedwith said centrifuge and a valve controlled by said centrifuge forvarying the pressure in said control pipe.

14. In a train control system. the combination of a track with a vehiclethereon. a magnetic member on said track having a pair of poles, agenerator on said vehicle having a rotating armature in a magneticfield. poles of said field aligning with one pole of said track member.a translating device connected with said armature and means for varyingthe operation of said device when said poles come under the intiu enceof said track member.

15. In a train control system. the combination of a track with a vehiclethereon. a magnetic member on said track having a pair of poles, and agenerator on said vehicle having an armature and poles creating a field,said polcs aligning with one pole of said track member. the air gapbetween said armature and said poles being enlarged to an extentcomparable with the air gap netween the track member and the pillowhereby the field through said armature is" suppressed when said poles:come under the influence of said track member. said arma lure associatedwith said train control tom.

16. In a train control system. the combination of a track with a vehiclethereon. a

svs

fator and poles extending tromthe tield of said generator to align withone pole of till said track member whereby the flux is shunted from saidarmature by said track member.

17.;ln a train control system, the combination of a track with a.vehicle thereon. a magnetic member on said track, and a generator onsaid vehicle associated with said train control system, poles of saidgenerator arranged to align with said track member, said poles pointedat their ends.

.18. In a train control system, the coiinbination of a track havingturn-out switches, a vehicleon said track, a magnetic member on saidtrack, and a device on said vehicle having poles aligning with saidtrack member and associated with said train control system, said polesshaped so as not to align with the rail of said turn-out switches.

19. In a train control system, the combination of a track with a vehiclethereon, said track divided into blocks and having devices thereoncontrolled by said blocks,

devices on said vehicle responsive to said track devices, a entrifugeand a braking mechanism on'said vehicle, a cylinder having a pistoncontrolled by said vehicle devices and a second cylinder having a pistoncontrolled by said centrifuge, said pistons cooperatively operating saidbraking mechanism and means associated with one of said cylinders torretarding the movement of its piston.

20. In a train control system, the combination of a track with a vehiclethereon, said track divided into blocks and having dcvices thereoncontrolled by said blocks, devices on said vehicle responsive to saidtrack devices, a speed responsive device and a braking mechanism 'onsaid vehicle, a cylinder having a piston controlled by said vehicle.devices and a second cylinder having a piston controlled by said speedresponsive device, said pistons cooperatively operating said brakingmechanism and a device associated with one of said cylinders forretarding the movement of its piston.

21. In a train control system, the combination of a track with a vehiclethereon, a braking mechanism on said vehicle, a speed responsive deviceand a timing device on said vehicle associated with said train controlsystem, said speed responsive device operating a piston in a pneumaticcylinder and said timing device operating a piston in a second cylinder,said pistons cooperatively operating said braking mechanism and a ballvalve for adjusting said timing device.

22. In a train control system, the combination of a track with a vehiclethereon, a

magnet on said track, and a plurality of devices on said vehicle havingmoving elements, said devices arranged to be inductively influenced bysaid track magnet, one of said devices energized by said track magnetand the other device deenergized by said track magnet, said movingelements associated with said train control system.

23. In a train control system, the comhination of a track with a vehiclethereon, a magnet on said track, and a plurality of devices on saidvehicle having rotating elements, said devices arranged to beinductively influenced by said track magnet, one of said devicesreceiving a stop effect from said magnet and the other device receivinga proceed eti'ect from said track magnet.

24. In a train control system, the combination of a track with a vehiclethereon, a magnetic device on said track having a pair of poles, adevice on said vehicle having a continuously moving element and anenergized coil, a circuit associated with said moving element tomaintain a proceed condition on said vehicle and means whereby saidcircuit is deenergized when said vehicle device comes under theinfluence of one pole of said track device.

In a train control system, the combination of a track with a vehiclethereon, devices on said track and a device on said vehicle responsiveto said track devices, and a braking mechanism on said vehiclecontrolled by said device, said mechanism coniprising a stepping valvehaving a plurality ofopcrative positions to apply the brakes.

26. In a train control system, the combination of a track with a vehiclethereon, devices on said track and a device on said vchiGle responsiveto said track devices, a braking niechanisn'i on said vehicle controlledby said dcvice, said mechanism comprising a stepping valve having aplurality of positions to apply the brakes and manually operated meansfor preventing the application of the brakes.

27. In a train control system, the combination of a track with a vehiclethereon, devices on said track and a device on said vehicle responsiveto said track devices, a braking mechanism on said vehicle controlled bysaid devicc, said n'iccbanism comprising a stepping valve having aplurality of positions to apply the brakes and a mauually operated valvehaving a plurality of positions for preventing the application of thebrakes.

28. In a train control system, the combination of a track with a vehiclethere n. de vices on said track and a device on said vehicle responsiveto said track devices. a braking mechanism on said vehicle controlled bysaid device. said mechanism coinprising a valve having a plurality ofpositions to apply the brakes and a release valve too tit)

having a plurality of positions to prevent application of the brakes andmeans Whereby said valves mustbe operated in syn-- chronism to preventapplication of the brakes.

29. In a train control system, the combination of a track with a vehiclethereon, devices on said track and a device on said vehicle responsivetoisaid track devices, a braking mechanism on said vehicle controlled bysaid device, said mechanism comprising an operating valve having aplurality of positions to apply the brakes and a release valve forpreventing the application of the brakes. a plurality of conduitsbetween said valves and means whereby when one conduit is closed theother is open.

30. la a train control system, the combination of a track with a vehiclethereon, devices on said track and a device on said vehicle responsiveto said track devices, abraking mechanism on said vehicle controlled bysaid device, said mechanism com prising an operating valve having aplurality of ports in staggered relation and a release valve having ailurality of ports in staggered relation and a plurality ofconduitsconnecting said ports.

31. In a train control system, the combination of a track with a vehiclethereon, a magnet on said track for operating a device on said vehicle.said magnet comprising a pair of poles with energizing means betweensaid poles and a non-magnetic bracket for supporting one of said poles.

32. In a train control system. the combination of a track with a vehiclethereon and a magnet on said track cooperating with a device on saidvehicle, said magnet comprising a pair of poles with energizing coilsbctween said poles, one of said poles consisting of an elongatedmagnetic member located in contact with and level with the head of thetrack rail.

33. In a train control system, the combination of a track with a vehiclethereon, a magnet on said track cooperating with a device on saidvehicle, said magnet comprising an elongated magnetic member placedsubstantially in contact with the head of the rail and a support forsaid member directly interposed between said member and the flangeot'.said rail.

34. In a train control system. the combination of a track with a vehiclethereon, a magnet on said track cooperating with a device on saidvehicle. said magnet: comprising an elongated magnetic member locatedclose to the head of the running rail and a bracket for said magnet,said bracli'et secured to said rail and directly interposed between saidmember and the flange of said rail.

35. In a train control system, the combination of a track with a vehiclethereon, and a magnet on said track cooperating with a menace device onsaid vehicle, said magnet comprising a pair of poles parallel with saidtrack and an energizing coil between said poles, one of said polesconsisting of an elongated angle iron with the horizontal leg of theangle extending over said coil.

tilt. in a train control system, the combi- .nation of a track with avehicle thereon, a

magnet on said track cooperating with a device on said vehicle, saidmagnet comprising a pair of poles with energizing means be tween saidpoles, means for clamping both of said poles to the rail of said trackand means for magnetically insulating one of said poles from said rail.

37. In a train control system, the combination of a track with a vehiclethereon, a magnet on said track cooperating with a device on saidvehicle, said magnet comprising a pair ol poles, a bracket clamped to arail of said track supporting one of said poles and-a secondln-acket'secured to the first bracket supporting the other pole.

38. In a train. control system, the combination of a track with avehicle thereon, a. 9 magnet on said track cooperating with a device onsaid vehicle, said magnet comprising a pair of poles, a bracketsupporting one of said poles secured by bolts to a rail of said trackand another bracket secured by the same bolts sup iorting the other poleof said magnet.

ll). ln a train control system, the combination of a track with avehicle thereon, a. magnet on said track cooperating with a de- 180 viceon said vehicle, said magnet comprising a 'pair of poles with aplurality of energizing means in spaced relation between said poles anda non-magnetic bracket placed interme diate said energizing meanssupporting one of said poles.

40. in a train control system, the combination of a track with a magnetthereon, said magnet comprising a longitudinal plate, uniform in sectionwith one edge hearing on no the flange of the rail and the other edgeplaced against the head of and flush with. the top of the running railand means connected with the side of said'plate for magnetizing saidplate.

41. In a train control system, the combi nation of a track with avehicle thereon, a centrifuge associated with said train control system,said centrifugehaving a driving wheel connected with the running gear otsaid vehicle, a chamber in said wheel connected with an air supply and adetachable cover for said chamber.

412. In a train control system, the combination of a track with avehicle thereon, a centrifuge associated with said train control system.said centrifuge having a driving wheel connected with the running gearof said vehicle, a shaft with an air passage conncctcd with said drivingwheel, arms with 139 llti an air passage connected to said shaft andmeans whereby a continuous assage is formed between said shaft and saidarms.

43. In a train control system, the combination of a track with a vehiclethereon, a centrifuge driven by the movement of said vehicle, a shaftand driving gear associated with said centrifuge and an air passagemaintained by the unity of said shaft and ear.

44. In a train control system, the combination of a track with a vehiclethereon, a centrifuge drivenby the movement of said vehicle, a shaft forsaid centrifuge, a driving wheel mounted upon said shaft and an airpassage maintained by the unity of said shaft and driving wheel.-

45. In a train control system, the combination of a track with a vehiclethereon, a centrifuge driven bythe movement'of said vehicle, a hollowshaft for said centrifuge, a driving wheel mounted u on one end of saidshaft, a cap enclosing t e other end of said shaft and an air supplconnected through said cap and said 01 ow shaft to said driving wheel.

46. In a train control system, the combination of a track with a vehiclethereon, a magnet on said track for inductively operating a device onsaid vehicle, horizontal energizing coils for said magnet having polepieces and an angle iron bar having one leg secured to one of said poleieces and the other leg extending over sairf coils.

47. In a train control system, the combination of a track with a vehiclethereon, a magnet on said track for inductively operating a device onsaid vehicle, energizing coils for said magnet, an angle iron barforming one pole of said magnet and a bracket clamped to the track andarranged to support both legs of said angle iron.

48. In a train control system, the combination of a track with a vehiclethereon, a centrifuge associated with said train control system andincluding an air valve with a plunger, a valve seat for said plunger,means operatively connecting said plunger with said centrifuge and meansfor adjusting said valve seat relative to said plunger.

49. In a train control system, the combination of a track with a vehiclethereon, a

centrifuge associated with said train control system and including anair valve with a plunger, means operatively connecting said plunger withsaid centrifuge and independent means tending to move said plun er to aposition corresponding to the posit on to which said plunger is moved bysaid centrifuge when running at speed.

50. In a train control system, the combination of a track with avehicle, a controling mechanism on said vehicle comprising a brake foperating device with an air cylinder having a piston, a trackcontrolled element, a s eed controlled element controlling said bra eoperating device, an air reservoir of limited capacity connected withsaid cylinder to delay the operation of its piston and an, audiblesignal, said elements being so are ranged as to operate said audible sinal from sex air rezervoir independently o the control by said speedcontrolled element.

51. In a train control system the combination of a track with a vehiclethereon, a controlling mechanism on said vehicle comprisin a brakeoperating device and an air c lin er, a timing reservoir having amanually regulated valve connected with said air cylinder, a speedresponsive device and an audible signal and means for soundin saidaudible signal and for retarding a bra e operation from the pressure insaid reservoir when a predetermined speed is exceeded.

, 52. In a train control system, the combination of a' track with avehicle thereon, a controllin mechanism on said vehicle comprising arake operating device with 9. cylinder, a track controlled element, aspeed controlled element, a timing reservoir with a manually regulatedvalve connected with said cylinder and an audible signal, means foroperatin said brake device by said track controlled e ement when apredetermined speed is exceeded and means including said timingreservoir for delaying said control and sounding said audible signal.

' 53. In a train control system, the combination of a track with avehicle thereon, a controlling mechanism on said vehicle comprising aplurality of cylinderswith plungers, each independently controlled and abrake valve directly operated by the combinedmovement of said plungersto apply the brakesr 54. In a train controlling system, the combinationof a track with a vehicle thereon and a controlling mechanism on saidvehicle,.

said mechanism comprising a stepping valve with a plurality of means forcooperatively operating said valve.

55. In a train controlling system, the combination of a track with avehicle thereon and a controlling mechanism on saidvehicle, saidmechanism comprising a stepping valve with a, plurality of means or.operating said valve through a lost motion connection.

56. In a train controlling system, the combination of a track with avehicle thereon and a controlling mechanism on said vehicle, saidmechanism comprising a stepping valve with a plurality of independentmeans for coo eratively operating'said valve.

5?. In a train controlling system, the combination of a track with avehicle thereon, a controlling mechanism on said vehicle, said mechanismcomprising a valve with a plurality of independent means for operatingsaid valve and a lost motion connection between said means and saidvalve equivalent to the operation of one of said means.

58. In a train controlling system, the combination of a track with avehicle thereon, a controlling mechanism on said vehicle, said mechanismcomprising a valve having a plu-' rality of similar controllingpositions and a plurality of independent means for holding said-valveaway from the controlling posi-.

tions, one of said means controlled from the track and the other meanscontrolled by the speed of the vehicle.

59. In a train controlling system, the combination of a track with avehicle thereon, a controlling mechanism on said vehicle, said mechanismcomprising a stepping valve, a plurality of plungers and a walking beam,said Plungers operating said valve through said walking beam.

60. In a train controlling system, the combination of a track with avehicle thereon, a controlling mechanism on said vehicle, said mechanismcomprising a valve having an operative and an inoperative posit-ion andplungers arranged to hold said valve in the inoperative position, eachof said plungers being capable of holding said valve in the inoperativeposition without regard to the movement of the other plungers.

. 61. In a train controlling system, the combination of a track with avehicle thereon, a controlling, mechanism on said vehicle, saidmechanism comprising a valve having an operative and an inoperativeposition and a plurality of means arranged to mechanically move saidvalve to the operative position, said movement requiring the accumulatedmovement of allof said means.

62. In a train controlling system, the com bination of a track with avehicle thereon, a. controlling mechanism on said vehicle comprising astepping valve, each step of said valve operating to control saidvehicle and means for stepping said valve."

63. In a train controlling system, the combination of a track with avehicle thereon, a controlling mechanism on said vehicle comprising arotary stepping valve rotating n one direction and having a controllingposition for each step, each of said positions operating -said mechanismto the same extent.

64. In a train controlling system, the combination of a track with avehicle thereon and a controlling mechanism on said vehicle, saidmechanism comprising a stepping valve rotating in one direction, eachstep of said valve operating said controlling mechanism.

65. In a train controlling system, the combination of a track with avehicle thereon, a controlling mechanism on said vehicle, said mechanismcomprising a stepping valve with a lever, the downward movement of saidlever moving said valve to the operating position and a plurality ofmeans, each independently capable of reventing the down ward movement ofsaid lever.

66. In a train controlling system, the combination of a track with avehicle thereon, a controlling mechanism on said vehicle, an automaticstepping device for operating said mechanism and a manually controlledstepping device cooperating with said automatic stepping device toprevent said operation.

67. In a train controlling system, the combination of a track with avehicle thereon, a controlling mechanism on said vehicle, a devicehaving a plurality of similar positions for operating said mechanism anda manuaL ly controlled device cooperating with the position of saidfirst device to prevent said operation.

68. In a train control system, the combination of a track with a vehiclethereon, a controlling mechanism on said vehicle, a device having aplurality of similar positions for operating said mechanism and anotherdevice when moved to synchronize with the position of the first devicepreventing said control.

69. In a train control system, the combination of a track with a vehiclethereon, a controlling mechanism on said vehicle, a device having aplurality of similar positions for operating said mechanism and anotherdevice having a plurality of positions capable of being synchronizedwith the first device to prevent said operation.

70. In a train controlling system, the combination of a track with avehicle thereon, a controlling mechanism on said vehicle, a devicehaving a plurality of positions for.

similarly operating said mechanism, another device cooperating with thefirst device in operating said mechanism, a plurality of connectionsbetween said devices, and a source of energy controlled by said devicesthrough said connections.

71. In a railway traffic controlling system, the combination of a trackwith a vehicle thereon, a device on said track controlled by traflicconditions, an indicator on said vehicle responsive to said trackdevice, a source of energy on said vehicle for maintaining theindication of said device, a cancelling device on said vehicle forcancelling said indication and means for transferring the energyfrom'said indicator to said cancellin device.

72. a railway traflic controlling system, the combination of a trackwith a vehicle thereon, a device on said track controlled by trafficconditions, a controlling mechanism responsive to said track device, asource of energy ior said controlling mechanism, a cancelling device forsuspending theoperation of said mechanism and means for transferring thecurrent from said source of energy from said controlling mechanism tosaid cancelling device.

73. In a railway traflic controlling system,

ated means for simultaneously deenergizmg said mechanism andfor'energizing said cancelling device from said source of energy.

74. In a railway traflic controlling system, the combination of a trackwith a vehicle thereon, a device on said track controlled by traflicconditions, a controlling mechanism on said vehicle res onding to saidtrack device, a cancelling evice for suspending the operation of saidmechanism having an active and an inactive position, a plurality ofmanually operated switches remotely located from each other on saidvehicle cooperatively controlling said cancelling device throughindependent circuits and means on said vehicle for moving saidcancelling c evice into the active position and means whereby said trackdevice moves said cancelling device into the inactive position.

75. In a railway trafiic controlling system, the combination of a trackwith a vehicle thereon, a device on said track controlled by trafficconditions, a controlling mechanism on said vehicle responsive to saidtrack devices, a cancelling device for suspending the operation of saidmechanism and a plurality of independent circuits on said vehicle forcooperatively operating said cancelling device.

76. In a railway traiiic controlling system, the combination of a trackwith a vehicle thereon, a device on said track controlled by trafiicconditions, a controlling mechanism on said vehicle responsive to saidtrack device, a cancelling device for suspending the operation of saidmechanism and a plurality of sources of energy on said vehicle, andmeans for positioning said cancelling device by one of said sources andfor holding it by the other source.

77. In a railway trafiic controlling system, the combination of a trackwith a vehicle thereon, a device on said track controlled by trafficconditions, a controlling mechanism' on said vehicle responsive to saidtrack device, a cancelling device for suspending the operation of saidmechanism and a plurality of sources of energy on said vehicle foroperating said cancelling device, one of said sources of energy belngcontrolled by said track device.

78. In a railway traflic controlling system, the combination of a trackwith a vehicle thereon, a device on said track controlled by trafiicconditions, a controlling mechanism,

on said vehicle responsive to said track device, a cancelling device forsuspending the operation of said mechanism and a plurality of energizedcircuits on said vehicle, one of said circuits energizing saidcontrolling mechanism, means for transferring said circuit connectionsto said cancelling device and another of said circuits arranged to holdsaid device in the can-celled position.

79. In a railway traffic controlling system, the combination of a trackwith a vehicle thereon, a device on said track controlled by traflicconditions, a controlling mechanism on said vehicle responsive to saidtrack device, a cancellingdevice for suspending the operation of saidmechanism and a plurality of energized circuits on said vehicle, one ofsaid circuits arranged to bring said device to the cancelling positionand another of said circuits holding said device in the cancelledposition and switches remotely located from-each other for con trollingsaid circuits.

MATTHEW H. LOUGHRIDGE.

